Driving and stopping mechanism



DRIVING AND STOPPING MECHANISM Filed Oct. 25, 1934 5 Sheets-Sheet l NOV.29, 1938. J GOULDBOURN ET AL 2,138,403

DRIVING AND STOPPING MECHANISM 5 Sheets-Sheet 2 Filed Oct. 25, 19341938- J. GOULDBOURN ET AL 2,138,403

DRIVING AND STOPPING MECHANISM 5 Shets-Sheet 3 Filed Oct. 23, 1934 1938-J. GOLILDBOURN ET AL 2,138,403

DRIVING AND STOPPING MECHANISM 5 Shets-Sheet 4v Filed Oct. 25, 19541933- J. GOULDBOURN ET AL 2,138,403

DRIVING AND STOPPING MECHANISM Filed Oct. 23, 1934 5 Sheets-Sheet 5Patented Nov. 29, 1938 UNITED STATES PATENT orrics DRIVING AND STOPPINGMECHANISM Application October 23, 1934, Serial No. 749,594 In GreatBritain November 28, 1933 26 Glaims.

This invention is concerned with improvements in or relating. to drivingand stopping mechanisms and is hereinafter illustratively described asconcerned with machines which are arranged to sew together parts (suchfor example as the end, side and bottom portions) of a suit case,

attache case or the like which extend at right angles to each other.

When a high speed machine is used for sewing together. the parts of acase or the like, pronounced difliculties would become manifest if itwere attempted to stop the machine suddenly by the use of a singlerevolution clutch of customary type since great strains would be thrownsuddenly on to numerous parts of the machine and excessive wear andpossible breakage would be thereby entailed.

An object of the present invention is to provide, for use in a highspeed machine, a particularly efficient and novel form of stop motionfor bringing the machine to rest from its high speed within a very shorttime without throwing excessive strain on parts of the machine.

As will be appreciated greater care is necessary on the operators partin controlling the work during the putting in of individual stitchesaround an end corner of a case than is necessary during the sewing of aseam along a straight edge of the work, and greater care is alsonecessary in controlling the work when workpieces of small or awkwardshapes (such for example as parts of saddle-bags for cycles or parts ofcases for musical instruments) are being sewn to gether than whenrelatively large pieces of simple shape are being sewn together.

Accordingly, another object of the present invention is to provide, in ahigh-speed machine, a novel form of variable-speed driving mechanism bywhich the machine may be driven at a high 40 speed when the nature ofthe work being opereted on will allow of it and by which it may bedriven at a reduced speed when the nature of the work calls for greatercare on the part of the operator.

The machine hereinafter described is provided with a two-speed drivingmechanism, controlled by the operator, by which the machine may becaused to run at a relatively high speed when desired and by which itmay be caused to run at a considerably lower speed when desired. A stopmotion is provided, which may be controlled by the operator to allow themachine to sew a seam of stitches in a continuous manner before themachine is brought to rest and may also be controlled to cause themachine to come to rest after sewing but a single stitch when theoperator so desires, which stop motion, when rendered operative, appliesa braking effort to the machine to bring it to rest and a dashpot isprovided for automatically causing the braking effort to operate over alonger period when bringing the machine to rest from high speed thanwhen bringing the machine to rest from low speed. Such arrangementallows progressively decreasing braking effort to be applied to themoving parts of machine so that they are brought to rest with greatsmoothness thus avoiding straining the parts and obviating shock on thestopping of the machine.

The various objects and the several features of the present invention(which latter are set out in the appended claims) will be fullyunderstood from a consideration of the following description withreference to the accompanying drawings.

In the drawings:--

Figure 1 is a left hand side elevation of the machine of theillustrative embodiment.

Figure 2 is a left hand side elevation, partly in section and to alarger scale of the lower portion of the head.

Figure '3 is a front elevation, also partly in section and to the samescale as Figure 2, of the left portion of the machine head.

Figure 4 is an isometric View, on an enlarged scale (from the right handside) illustrating how certain trip levers cooperate with certainlatches of the machine.

Figure 5 is a view similar to Figure 4 but looking from the oppositeside.

Figure 6 is an isometric View, from below and from the right, showingdetails of a pawl associated with the two-speed driving mechanism, and

Figure 7 is a left hand side elevation, partly in section, showingcertain parts of a two-speed driving mechanism for the machine.

The machine of the said illustrative embodiment comprises a column I onthe upper end of which a head casting 3 which supports the sewing andother instrumentalities together with their actuating mechanisms, ismounted. Near the lower end of the column and on its left hand side ismounted a countershaft 5 which extendforwardly and rearwardly of themachine and has fast and loose pulleys I and 9 on its rear end. Thecountershaft also has mounted on it, near its forward end, a two-speeddriving device hereinafter described which is coupled by a belt 6 l to adriving pulley i3 situated on the left hand and of a horizontal mainshaft l5 of the machine iii which extends transversely of the machine(i. e. from left to right) in the machine head. A single treadle H isprovided for causing a driven member I9 secured to the machine shaft I5to engage with the said driving pulley to set the machine in operationand for causing the two speed driving device to drive the pulley I3 at ahigh speed or a low speed at will.

The machineof the present illustrative embodiment is provided with anexternal work support 49 (which is similar in general appearance to thatreferred to as 28 in Patent No. 1,695,? 18) which work support has tworelatively long work-supporting faces extending parallel to the line offeed and arranged at right angles to each other to support twowork-pieces (e. g.

the bottom or a side and an end portion of a case) which are to be sewntogether at right angles.

In order to maintain the two parts of the work to be sewn together inproper position on the external work support 49, a work-entering hornindicated at 53 is provided in the illustrative machine which horn isgenerally similar in appearance to that referred to as I in Patent No.1,695,718, but which carries, in place of the work-engaging tablet 43described in that specification, a pair of small freely rotatable frustoconical rolls 55, 51 (the rear sides, 1. e. the workengaging sides) ofwhich are mutually perpendicular and are maintained in parallel relationto the mutually perpendicular work-engaging faces of the external worksupport 49.

The two-speed driving device aforementioned on the countershaft 5 of themachine comprises a gear wheel I 89 fast on the forward end portion ofthe shaft with which gear wheel mesh two pinions I9I (one only of whichis shown in Figure 7) mounted on pins I93 projecting forwardly from apulley member I95 freely rotatable around the countershaft close to therear side of the gear wheel, the said pins being arranged diametricallyopposite each other on the pulley member. The two pinions I 9I also meshon their outer sides with an internal gear I91 formed around theinterior of the periphery of a drum I99 freely mounted on the forwardend of the shaft which drum is arranged to be held stationary when themachine is to be driven at low speed by a relatively fixed pawl 20I(Figures 1 and 6) engaging ratchet teeth 203 formed on an annulussecured to the drum I 99 so that rotation of the countershaft will,through the rotation of the gear wheel I 89, cause the pinions I9l torun around the internal gear I91, and thus impart a rotation to thepulley member I95 which takes place in the same direction as therotation of the countershaft. The relative dimensions of the gear wheelI89 pinions I9l and internal gear is? are conveniently such that whenthe pulley member is driven through theepicyclic train just described,it makes one revolution for every three revolutions of the countershaft.

The countershaft has rigidly secured to it just rearward of the pulleymember a disc 205 to which is secured on that side nearer the pulleymembera leather friction ring 297 and the pulley member I95 is arrangedto be slid rearwardly p then inoperative.

along the shaft into firm clutching engagement with this disc whenit isdesired to drive the machine at high speed, the epicyclic gearing beingcontrolling treadle I! of the machine is coupled to a quick-pitchplunger 209 arranged coaxially with the countershaft the rear end ofwhich For this purpose the clutch plunger bears against the end of asleeve on the forward side of the drum I99. Depression of the saidtreadle to its lowest position causes a rearward movement of the saidplunger which thereupon urges the drum I99 rearwardly along thecountershaft to press against the pulley member and thus move it alsorearwardly, so that the pulley member becomes firmly clamped between thedrum I99 and the disc 295, the pulley then being driven uniformly withthe countershaft at the same speed and in the same direction as thelatter. When the pulley member becomes thus clamped against the saiddisc the epicyclic gearing before described rotates as a whole with thepulley member, countershaft and drum and therefore is inoperative todrive the pulley member at its reduced speed.

The pawl 29I. aforesaid which engages the ratchet teeth on the drum tohold the latter stationary while the pulley member is being driven atits low speed is secured on a horizontal and freely rotatable pin 2II(Figure 6) and has a short arm 2i9 secured to it which carries a plug ofleather 2I5 which contacts with the forward face of the drum I9 9. Thepin 2 is mounted in a fixed lug 2I'l and is urged rearwardly to pressthe leather plug 2I5 against the drum by a spring 2I9 encircling it andbearing against a shoulder on it.

The action of the epicyclic gearing, when the pulley member is beingdriven at its low speed, tends to cause the drum to rotate in aclockwise direction when-viewed from the front, 1. e. in a directionopposite to that in which the countershaft runs, and the frictionbetween the leather plug and the forward face of the drum swings thepawl into engagement with the teeth on the drum to prevent the drumrotating in this direction. When however the pulley member and thereforealso the drum is directly driven from the countershaft through the-disc205 the drum rotates in a counterclockwise direction and the frictionbetween the leather plug and the drum causes the pawl to swing to aposition in which it is out of engagement with the teeth on the drum. Astop pin 22I secured to the arm 2I3 lies within a cut-away portion 223of the lug 2H and by contact with the lower end thereof limits theswinging movement of the pawl away from the ratchet teeth.

The pulley member I is coupled by the belt II to the pulley I3 which isfreely rotatable on the main shaft I5 of the machine by which latterpulley the machine is driven through a cooperating clutch memberhereinafter described. Conveniently the two speed driving device isarranged to drive the machine at a high speed of 900 revolutions perminute and a low speed of 300 revolutions per minute. 7

For ensuring that the machine, whether it is being run at its high speedor its low speed, will be brought to rest smoothly and evenly in asingle revolution vwlthout imparting severe shock to the machine partsand to ensure that the various operating instrumentalities will occupythe positions desired when the machine has come to rest, there isincorporated in the illustrative machine a stop motion of novel andingenious character which will now be described.

The pulley I3 on the main shaft of the machine is freely rotatable onthe left handend of the main shaft l5 and as shown in Figure 3 is dishedinwardly from its right hand face to provide an internal clutching face225. A cooperating clutch member 227, dished to correspond with the saidinternal clutching face :225, is'keyed to the shaft [5 ito"the :right of"the pulley and is arranged to be slid axially along the shaft'itowardsthe left into clutching engagement with the said pulley. The cooperatingclutch"member 221 is also 'arranged ito be slid towards the right out ofen- 'gagement with the pulley l3 and into engage- 'ment with a"stationary braking face "229 surrounding the main shaft to bring themachine parts to rest. The cooperating clutch member 22 7 "has fasleeve-likel'hub "2'3l extending to the right along the main :shaft anda cam "groove iifis'ris formed around said hub. A short forwardly andrearwardly extending rod "235 passes below'th'esaid hub at right anglesto the main shaft and has pivoted onit two'clutch trip levers 231, 239which extend upwardly on the forward and :rear sides of the said =hubrespectively and carry cam rolls 2 2i (see particularly Figures 4 and:5) which engage in-the opposite sides ofthe 'carn groove 233 in thehub. The lower "ends of these trip levers 'liermore or'less side byside, consideredffor-wardly and*rearwardly of the machine, and theformation of the cam groove'233 is such that the lower ends of the triplevers *move to and'fro, in opposite directions :to each other and at'a'substantially constant velocity when the machine is running at aconstant speed, once in each machine cycle. The rod 235 has eccentricend'portions which enter into fixed bearings so that by rotating the rodthe positions of the lower ends of the trip levers towards the left orright of the machine can be adjusted. Four springs 243 housed within thehub of the 00- operating clutch member tend to urge the latter along theshaft towards the left into clutching engagement with the pulley and apair of latches 2&1, one for-each of said trip levers, is provided toengage with the lower ends of the trip levers at certain times and, byholding these lower ends against movement towards the right, tocause-thecooperating clutch member to be moved out of engagement withthe pulley and into engagement with the stationary braking -face,through the action of the'cam groove on the cam rolls at the upper endof the trip levers in a manner which will be clearly understood.

The latches 245, 24! comprise a pair of fingers pivoted side by side(considered forwardly and rearwardly of the machine) on a horizontalforwardly and rearwardly extending pin 249 which is carried by adepending arm 25! of a bell crank carrier lever which is mounted to rockabout a fixed horizontal shaft 253 and has a laterally projecting arm255 to which is'co-nnected means hereinafter described. The latches arenormally urged upwardly by springs 25! (indicated only in Figure 3)secured to them until their left hand ends contact with the lower endsof the trip levers.

The rearward one 24'? of the two latches has an upwardly extendingshoulder 259 formed on it against which the right hand side of the lowerend of the rearward trip lever 239 is arranged to strike in the mannerhereinafter described when the machine is to be brought to rest whenrunning at low speed (the forward latch and the forward trip leverplaying no part in braking the machine when it is being brought to restfrom low speed) and by which, since movement of the lower end of thistrip lever towards the right is thus prevented, continued rotation ofthe main shaft causes, through the cam groove 233, the cooperatingclutch member to be disengaged from the pulley and brought into firmcontact with the stationary braking f'alc'e 2'29 tofstop tlfe- 'machine.The forward one 2B5 6f 'thef-two latches also has an upwardly extendingshouldr 2 3! formed on it"which shoulder is speeeo rurther towards 'theright 'of the machine than the shoulder 259 on *the rearward latch for apurpose hereinafter described and cooperates with the 'forward'on'e 23'! of the trip levels to assist the rearward'latch and tlierearwardtrip lever' to bring thema'oh-ine smoothly to rest in a single cyclewhen running at high speed in the "manner hereinafter explained. Toenable the machine to be started into operation at low speed therearward latch 24-! is ar'r'anged 't'o be drawn'downwardly out ofengagement with the trip lever 239 and th enable the machine to bestarted into operation at high speed both latches are arranged to be"drawn downwardly away rrem the lower ends of the trip levers to 'allowthe cooperating clutch 'member to be moved by *the springs 253 to engagethe pulley 'oh th'ehiaih shaft by connections to the clutch treadle 11'the precise arrangement of the means "for withdrawing the latches beinghereinafter "described.

It will be appreciated that if the latches were held in fixed positionafter the trip lever 23! has engaged the shoulder 26! on the forwardlatch 2 35 when the treadle has "been released to bring the machine torest from high speed the cooperating clutch in-ember aforesaid "would belikely to be thrust and held against the stationary braking face "withgreat "force and'therefore great strain would be likely to be imposed onthe machine parts since the action of the cam groove 233 would be toendeavour to bring the cooperating clutch member to rest almostimmediately it engaged the braking face, If on the other hand thelatches were able to move towards the right against but a lightresistance under the action 'of the trip lever 237 as the latter'ehgag'es't'he shoulder 25! on the latch 255 in stopping from high speedit would quite likely be found that theresistan'ce offered by the latchto movement *of the trip lever 23! "would be insufiicientto bring themachine to rest smoothly in the manner desiredJ In "order to overcomethese. difficulties there'is provided in the present illustrativeembodiment an adjustable dashpot device which is so coupled to thelatches as to offer such a firm yet yielding resistance to movement ofthe latches towards the right as the machine comes to rest from highspeed that, immediately the trip lever 28! engages the latch 245, thecooperating clutch member will be moved out of clutching engagement withthe pulley and into firm .yet not excessive engagement with thestationary braking face, the said dashpot also acting to control thebraking pressure between the cooperating clutch member and thestationary braking face in such a manner as to'bring the parts of themachine smoothly to rest within the final cycle.

The said dashpot device comprises a main oil chamber 263 ofsubstantially cylindrical shape which is enclosed on all 'sidesan'd hasa vertical valve 255 passing axially through it which seats on a valveseating 261 in the bottom 'of the oil chamber. An oil duct 259 runs fromthe bottom of the chamber 2&3 below the valve to the bottom of avertical open topped cylinder Eli secured to the side of the oilchamber. A dumbbell'plunger 273 is 'slid in'gly mounted in this cylinderand makes a fairly tight fit in the cylinder. A rounded lower end of arod 21? rests within a d'epressidn in the upper end of the plunger 21355, sage 289 is bored upwardly in the valve 265 and this rod isconnected'at its upper end to the arm 255 of the bell crank lever towhich the latches are pivoted.

This arrangement is such that when either of the trip levers 231, 239engages the shoulder on one of the latches 245, 241 and therefore actsto move the latches toward the right, the pushing action of the triplever on the latch will swing the arm 255' downwardly and thus cause theplunger 213 to be urged downwardly along the cylinder 21L Downwardmovement of the plunger is resisted by the presence of the oil beneathit which however is allowed to escape from below the lower head on theplunger (which alone of the. two heads on the plunger is actuallysubmerged in the oil) upwardly through the latter by means of anadjustable port 219, constituting a bleed valve, the eifective openingof which can be varied by adjustment of a conicalended stem 29! threadedinto the plunger and projecting at its lower end into the port 219. Aswill be understood therefore the plunger 213 and the cylinder 21!constitute a dashpot device which offers a firm but yielding resistance(which is variable by adjustment of the stem 29!) to movement of thelatches towards the right during the final cycle of the machine andtherefore causes the cooperating clutch member 221 to be urged firmlyagainst the stationary braking face 229 without however being jammed tooseverely against it.

A relatively strong and adjustable spring 299 bearing at its lower endupon the upper end of the valve 265 in the oil chamber 293 and bearingat its upper end against a vertically adjustable stud 285 tends normallyto maintain the valve tightly upon its seating 261 and therefore toprevent oil from being forced out of the cylinder 21! through the duct269 and into the chamber 263 by the descent of the plunger 213 exceptwhen the plunger is moved downwardly at a relatively high speed (asoccurs in the manner hereinafter described as soon as the trip lever 231engages the shoulder 26| on the forward latch 245 in stopping from highspeed). The precise condition under which the valve 295 will rise fromthe seating is of course determined by the strength of the spring 283acting on the valve which is' adjustable by means of the stud 295. Inorder however to allow oil to flow freely from the chamber 263 into thecylinder 21| as the plunger 213 is raised by means of a spring 291located between it and the bottom of the cylinder 21! on the restartingof the machine into operation in the manner hereinafter described, apasfrom its lower end and communicates by means of lateral openings 29!at its upper end with the interior of the chamber 263. A light spring293, seated upon an inturned rim around the lower end 'of the valvebears at'its upper end against a ball 295 and urges it upwardly againsta narrowed neck in the passage 289. The ball 295 and the passage 289constitute a one-way valve through which oil may readily flow downwardlyunder the suction created by the upward movement of the plunger 213 butwhich prevents upward flow of oil through the valve from the cylinder21| to the chamber 263.

From what has just been said it will be appreciated'that the separationof the cooperating clutch member 221 from the pulley l3 and the pressurewith which it is forced against the stationary braking face 229 arecontrolled by the cooperation of the trip levers 231, 239 with thelatches 2 3-5, 241 and that the lateral displaceits cylinder but that,owing to the bleedvalve 219 being of relatively small diameter, thedashpot will offer a greater resistance to quick downward movement ofthe plunger than it will offer to comparatively slow movement of theplunger and therefore that at the instant when the clutch member 22? isfirst forced against the braking face 229 in stopping from high speed,the pressure exerted between these two members will be greater than atany other period in the stopping of the machine parts. It will moreoverbe appraciated that as the speed of the moving parts falls, the speedwith which the plunger 213 is forced downwardly along its cylinder willalso falland therefore the resistance offered to its movement by thedashpot will likewise fall, thus giving the result that the brakingpressure exerted on the moving parts will gradually decrease inaccordance with the decreasing speed of movement of the parts.

In the machine now being described means is provided to allow thecooperating clutch member 221 to be held pressed against the stationarybraking face 229 for a longer portion of the final cycle of the machinewhen stopping from high speed than when stopping from low speed toprovide ample time for the parts to be brought to rest relativelygradually.

This is effected by causing the latches 245, 241 to move towards theleft of the machine (1. e. towards the trip levers) through a chosendistance when the machine is started into operation at high speed sothat the trip lever 231 will engage the ,latch 245 at an early time inthe final cycle of the machine and by causing the latches to movethrough a lesser distance in this direction (so that the trip lever 239will engage the latch 241 at a later time in the final machine cycle),when the machine is started into operation at low speed.

lhe means for so moving the latches toward the left comprises the spring291 aforementioned which lies beneath the plunger 213 of the dashpot,this spring acting, when the treadle l1 is depressed to start themachine into operation, to rock the bell crank lever 25l, 255 in aclockwise direction looked at from the front and thus to move thelatches in the desired direction. In order to limit the extent ofmovement of the latches towards the left when the machine is startedinto operation at low speed, there is pivoted on the pin 249 on whichthe latches are mounted, a finger 291' which lies behind and closeagainst the latch 241, this finger being normally upheld against thelower face of a forwardly extending stop plate 299 secured to themachine frame. This finger has an upstanding shoulder 39! (see Figure 4)which. in the sto ped position of the machine, lies a short distanceaway from the right hand face of the stop plate 299. When the treadle isdepressed only far enough to cause the machine to run at low speed thearrangementhereinafter described which then draws the latch 241downwardly away from the trip lever 239 does not disturb the heightwiseposition of the finger 291 and therefore when the latches are moved to-7 towards the left until their movement is arrested by""co'n'tact of thearm 255 of the bell crank lever 25L 255with a fixed stop 333 on themachine frame? The arrangement above referred to for withdrawing thelatches downwardlyaway from the trip levers when the treadle ill isdepressed to start the machinednto operation comprises a rising andfalling plate 335 held normally in a vertical position against "a'stoplailfi (Figure 3) contacting with its right harid'face' by a spring368; This plate hasan opening Sill cut' in it through which thelefthan'd'ends of the latches and of the finger 29,; extend. The plate335 iss'ec'ured'to tnenppr end or a stem 35 9 which is pivotedat itslower end on a for- \vardly rearwardly extending pin 35! carried by anarm 353 which is secured on a rock'- shaft 3? whichalso carries a secondarm L winch is connected by a rod Bi to the rearward end of the treadlel'ifa spring 32 (figure 1) connected at its upper end to the rod and atits lower end to a fixed pin tending to raise the plate 325 to theposition shown best in th fi re he en i the Plate 3% is substantiallyrectangular in shape but has a downwardly projecting tongue 323 locatedon its uper edge, the tongue being arranged directly o t latch 2 hen thtre d H is depressed only far enough to start'the mah ne o p a on at l ws e d h ate 5 5 will be drawn downwardly far enough only to cause thetongue 323 to urge the latch 341 out of engagement with the trip lever239, leaving posi of h l t h 5 5 in P finger Z undisturbed. As willhereinafter become clear the latch 241i alone of the two latches is inengagernent with its trip lever when the machine is stepp d an th r Whdrawal f t w t from the trip lever will allow the sprip s 2.43 to ur ehe pe tin e li e membe .2" m e engagement with the pulley L3. When thislatch has been withdrawn from its trip lever the spring 26'! in thedashpot will cause the latches to IQPYB t war s t e until t ey ar rre dby contact of the shoulder 3Q! on the finger 2&3] it t e st p e .9.9-

When the treadle is depressed far enough to cause the machine to run athigh speed, the pertions of the upper edge of the opening an in thel'late 385 on opposite sides of the tongue 323 will be brought downsufficiently far to abut against the latch 245 and the finger 291 and tomove them respectively away from the trip 1ever'23'i and the stop plate239, the latch 2M being of course also depressed by'the tongue 323 atthis time. When this has taken place the latches will be rnoved towardsthe left until they are arrested by the stop 3 03.

' When the treadle has been depressed only far enough to start themachine into operation at low speed (and has therefore pulled downwardlyonly the latch 24'!) and istherea'fter allowed to rise to bring themachine to "restfthe' latch 2H i'sfallow'ed't'o rise by gthe risingofthe tongue 323 and its shoulder 259 will be engaged by the trip lever239'when the" latter next springs towards the right. When -thisoccurs'the trip lever will immediately commence 'to move the latches to-Wards the right against the action of the dashpo't and the brakingeffortwill immediately become operative to reduce the momentum of themovingparts'; the movement ofthe latches continuing until a face 325 onthe right hand side of thearm 25i ofthe bell crank lever 25L 255 strikesagainst a fixed part of the machine frame "therefore arrests the furthermovement of the latches. The arresting of the movement of the latchescauses'thecooperating clutch member g2} tobe urged somewhat more firmly,for a'vei y shortpe'riod, against the stationary braking face 229 toensure that the parts will be brought td'rest'with the needle and awl inthe desired positions out of the work.

When'howeve'r the treadle has been depressed far enough to startthemachine into operation at high speed (and has therefore pulleddownwardly both 'thelatche's 2 35i, 24'?) and is thereafter allowed torise to bring the machine to rest it is desirable toavoid wearing awayof the shoulder 26! of the latch 245 by the lower end of the'trip lever23? due to premature engagement of the latch with'the trip lever and forthis purpose means is provided for ensuring that the latch 245 will beallowed to engage the trip lever only when the lowerend 'of the latteroccupies a position to the left" of the shoulder. The said meanscomprises a rearwardly extending spring pressed plunger 32? arranged ina fixed part of the machine, the" rear end of theplunger having a nosearranged, when the latch 245 has been drawn downwardly by the treadle inthe starting of the machine into high speed, to project over the forwardside of this latch. When the treadle is later released'the latch isallowed to rise until it is arrested by this plunger which'occupies sucha heightwise position that the latch will be'maintained temporarily byit out of contact with the trip lever 23"]. The rearward latch 2 hassecured 'to'its underside a forwardly projecting lug 329 (Figures 2 and3) which is arranged, when the latch 245 is engaged'by the plunger 32?,to contact withthe underside of the latch 2&5 and thus prevent the latch24'! from rising into contact with'the lower'endof thetrip lever 239until the latch 2 4 5 is'released from the plunger, thus avoidingthe'unnecessary wear which would take place on the upper face 'of thelatch 24'! if it were allowed toabut against the trip lever 239immediately the treadle is released.

"In order tocause the plunger 321 to release the latches 'to allow themto ride into engagement with their triplevers, the plunger is providedat the right hand side of its rear end with a bevelled face 33 l and theplate 305, which is provided with a bevellededge 333 extending upwardlyalong its forward edge; isarranged to be rocked to the left about thepivot 3i l' at the appropriate time to urge the plunger32l forwardly torelease the latches. In order to rock the plate for this purpose, thelever 231 is provided on its lefthand face with a thickened portion 335which when the plate occu'pies its highest position, is arranged tostrike against the plate as the lower end of the trip lever 231 reachesthe left hand end portion of its travel and thus rock the plate towardsthe left. the plate being returned to its original position as thetripdever swings back by the spring afprernentioned whichds coupled toit.

Th efclriv'in'gmechanism and the stop motion of the machine operate 'asfollows: Assuming the treadle ll not to be depressed the pulley l3 onthe main shaft will be driven idly at low speed by the pulley member I95through the epicyclic gearing "on the countershaft. When the treadle isdepressed only far enough to cause the machine to Operate at low speed(an indication being given to the operator when the treadle has reachedthis position by means of aspring 331 Figure 1 encircling the rod 3l9abutting against a relatively fixed but adjustable stop screw 339through which ithe rod passes) the latch 24'! is drawn downwardly awayfrom contact with the trip lever 238 to disengage its shoulder from thetrip lever (the shoulder on thelatch 2 35 being spaced away to the rightin an inoperative position relatively to the trip lever 23'! when themachine is in stopped position and it being unnecessary to disturb theposition of this latch at this time) and the springs 243 in thecooperating clutch member 221 will therefore act immediately to causethe cooperating clutch member to become clutched to the pulley i3 todrive the machine at low speed. Sufficient clearance is provided in thetwo speed driving device between the members 2535 and 99 to ensure thatthe partial depression of the treadle will not cause the member I95 tobecome clutched to the member 205.

Immediately the latch 24'! is drawn downwardly away from the trip lever239 the spring 28'! in the dashpot will cause the latches to movesmartly towards the left until the shoulder Sill on the finger 231 abutsagainst the stop plate 2953, this plate however being so positioned thatit will arrest the movement of the latches before the shoulder 26| onthe latch'245 reaches a position such that the lower end of the triplever 23? can strike against it as this lever rocks to and fro. Theparts remain in this position until the treadle is released to cause themachine to be brought to rest and when this is done the latch 24'! isimmediately allowed to rise into contact with the lower end of the triplever 23%! which latter as it next swings towards the right strikesagainst the shoulder 259 on the latch and therefore commences to movethe latches back again towards the right. The backward movement of thelatches is resisted by the dashpot which therefore causes thecooperating clutch member 221 to become unclutched from the pulley l3and to be pressed firmly against the stationary braking face 229whereupon the speed of the moving parts immediately begins to fall. Asthe speed falls, the plunger 213 in the dashpot moves more slowly downits cylinder and thus allows the bleed valve 279 to become graduallymore effective to reduce the oil pressure below the plunger and thus tobring about a gradual and even decrease in the braking effort applied tothe moving parts. When the parts have almost reached the positions inwhich it is desired that they shall be stopped the face 325 on the arm25! abuts against its cooperating stationary face and thus brings abouta momentary increase in the braking pressure which ensures that theparts will in fact be brought to rest in the desired positions. Byarranging for the trip lever 239 and the latch 24? to cooperate in thismanner, the braking effort may be applied to the moving parts throughoutabout the last one hundred and fifty degrees of the final machine cycle.

If, while the, machine is operating at low speed or while it is stopped,the treadle is fully depressed to cause the machine to operate at itshigh speed, the pulley member I95 on the countershaft will becomeclutched to the member 235 to be driven thereby at high speed and,

if the latch 24'! has not already been pulled downwardly by depressionof the treadle to start the machine into operation at low speed, boththe latches 245 and 241 will be drawn downwardly out of engagement withthe trip levers and the finger 29? will also be drawn downwardly out ofengagement with the stop plate 299. The spring 287 in the dashpot willimmediately cause the latches to move towards the left a distancefurther than theywere moved by the spring when the machine was startedinto operation at low speed, until their movement is arrested by thestop 333. When this occurs, the shoulder 26| on the latch 245 will havemoved so far towards the left as to occupy the same position, consideredforwardly and rearwardly of the machine, as the shoulder 259 on thelatch 24! occupies during the low speed operation of the machine, thislatter shoulder having, of course, moved still further towards the left.

The latches remain in their downward position until the treadle isreleased to cause the machine to be brought to rest from high speed.When the treadle is released the latches 245, 24'! rise until they arearrested by the nose on the plunger 32?, the finger 291 also risinguntil that portion of its upper face to the right of the shoulder 35!abuts against the lower edge of the stop plate 259, the plate 305continuing to its highest position (which is determined by contact ofthe forward portion of the treadle with a fixed but adjustable stopscrew 341, Figures 1 and 2).

As previously stated, the lower ends of the two trip levers 231, 239move continually to and fro during the running of the machine, the lowerend of the trip-lever 239 moving to the left as the lower end of thetrip lever 237 moves towards the right and vice versa.

When, after the plate 305 has risen to its highest position, the lowerend of the trip lever 23'! next swings towards the left, the thickenedportion 335 on it will strike against the plate 395 and swing it towardsthe left to cause the plunger 32? to be cammed forwardly to release thelatches and allow them to rise into contact with the lower end of theirrespective trip levers. When the latch 245 thus engages the lower end ofthe trip lever 231, the shoulder 26I on it will rise almost into contactwith the right hand face of the lower end of the trip lever (whichlatter will at this time be at substantially the left hand limit of itsstroke) and therefore when the lower end of this trip lever next swingstowards the right, its engagement with the; shoulder will cause thelatches to commence also to move in this direction. Since the machinewill at this time be running at its high speed, the trip lever will tendto urge the latches rapidly towards the right and thus urge the plunger273 in the dashpot rapidly down its cylinder. As however, the bleedvalve 219 in the plunger is of but a small area, the oil beneaththeplunger will offer a very firm resistance to downward movement of theplunger and will thus cause the cooperating clutch member 22'! to bemoved firmly into contact with the stationary braking face 229. Inorder, however, that therbraking effort thus exerted on the moving partsshall not be so severe as to result in shock to the machine, the spring283 above the central valve 265 in the dashpot will have been soadjusted that the valve can be 75.

forced upwardly temporarily away from its seating under the pressureexerted on the oil by the downward movement of the plunger, and thusrelieve to a desired degree the force with which the cooperating clutchmember is initially forced against the stationary braking face. As willbe understood, this valve regains its seating when the pressure belowthe plunger diminishes to an extent which allows the valve to be forceddownwardly by the spring 283.

As the trip lever 231 continues to move the latches towards the right,the braking effort will act to decrease progressively the momentum ofthe moving parts and, therefore, the speed with which the latches areurged towards the right and the speed with which the plunger 213 isforced downwardly along its cylinder. The more slowly the plungerdescends along its cylinder, the more effective will the bleed valve 219become in relieving the pressure on the oil beneath the plunger and,therefore, the smaller will become the resistance of the downwardmovement of the plunger, thus bringing about the result that a decreasein the braking effort accompanies the decrease in momentum.

The lower ends of the two trip levers move, as will be understood,through equal distances as they move to and fro and the distance whichthe shoulders 259, 26! are spaced apart on their latches from left toright of the machine is equal to the stroke of the lower ends of thetrip levers, the shoulder 259 being further to the left of the machinethan the shoulder 26!. Therefore, when the trip lever 231 has moved thelatches as far towards the right as it can, the shoulder 259 on thelatch 241 will have been brought into line with the right hand face ofthe lower end of the trip lever 239, the latch then being caused by itsspring 251 to rise until the portion to the left of the shoulder restsagainst the end of the trip lever. The trip lever 231 then commences toretire to the left away from engagement with the shoulder 26! on thelatch 245 and the trip lever 239 commences to move towards the right tocontinue the movement of the latches in this direction by engagementwith the shoulder 259. From that time until the face 325 abuts againstits cooperating stationary face to arrest the movement of the latchesand ensure that the parts are actually brought to rest in the positionsdesired, the trip lever 239 and the latch 2 31 continue to maintain theco-operating clutch member pressed against the stationary braking face229 under a progressively decreasing pressure through the action of thedashpot in the manner previously described with reference to thestopping of the machine from low speed.

Conveniently, the spring 283 above the valve 265 in the dashpot willpreviously have been so adjusted to control the resistance offered todescent of the plunger 213 that immediately the latter is urged down itscylinder at the commencement of the stopping from high speed to causethe trip lever 239 to engage the shoulder 259 on the latch 241, thespeed of the parts will have been reduced substantially to the speed atwhich the parts will be moving when that lever engages that shoulder inthe stopping of the machine from low speed in the manner hereinbeforedescribed.

It will therefore be seen that in the stopping of the machine from highspeed the two trip levers operate to impart to the latches a movementtowards the right which is substantially equal in extent to twice thatwhich they receive,

under the action of the trip lever 239 alone, in the stopping of themachine from its low speed and that, therefore, the braking effect onthe machine parts will continue during a portion of the final machinecycle when stopping from high speed substantially equal to twice thatduring which the braking effort is effective during the final cycle whenstopping from low speed, i. e. the braking effort is effectivethroughout about the last three hundred degrees of rotation of the finalmachine cycle.

In sewing around the end corners of rectangular cases or the like it isoften desired to sew a single stitch actually in the corner while themachine is in operation at low speed and the stopping mechanism abovedescribed is found particularly suitable for allowing the machine toinsert single stitches in the work since it operates to bring themachine to rest in a very smooth and shock-free manner with the parts inprecisely the positions desired.

Moreover, the pressure exerted by the trip lever 239 on the shoulder ofthe latch 241 as the machine actually comes to rest will be so light asto require but a small effort. to pull this latch awayv from the triplever in the starting of the machine, this being a matter ofconsiderable advantage in a machine, such as is described above, whichis often required to insert single stitches in successive corners of thework and which, therefore, may require to be tripped a number of timeswhen sewing rounda single case or the like.

Such a stopping mechanism as is just above described may be found ofadvantage not only in machines which are particularly arranged to sewtogether parts of suit cases or the like, but also in other machineswhich are arranged to ron at high speed such, for example, as boot andshoe outsole sewing machines of the type disclosed in Patent No.2,056,670 or of other similar types.

The sewing machine disclosed in this application, as originally filed,forms the subject-matter of divisional application Serial No. 200,635filed April '7, 1938.

The nature and scope of the invention having been indicated, and amachine embodying the several features of the invention having beenspecifically described, what is claimed is:

l. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley for causing the driven shaft to be rotated,a brake for bringing the driven shaft to rest, and mechanism actuated bythe driven shaft when set into operation to apply the brake with aprogressively decreasing effort.

2. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley for causing the driven shaft to be rotated,a brake for bringing the driven shaft to rest, and mechanism actuatedwhen set into operation toapply the brake with an effort decreasingprogressively with the speed of the driven shaft.

3. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley for causing the driven shaft to be rotated,a brake for bringing the driven shaft to rest, mechanism actuated by thedriven shaft when set into operation to apply the brake with aprogressively decreasing effort, and means for finally bringing thedriven shaft to rest at a predetermined position.

4. A driving and stoppingv mechanism having,

in combination, a driven shaft, a main driving pulley for causing thedriven shaft to be rotated, a brake for bringing the driven shaft torest, a cam on the driven shaft, a lever operated by the cam,connections for causing the cam lever to actuate the brake, and meansfor progressively decreasing the effectiveness of the connections inapplying the brake as the speed of the driven shaft is reduced.

5. A driving and stopping mechanism having, in combination, a drivenshaft, a driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, a leveroscillated by the cam, means for restraining the lever to cause theclutch member to be disengaged from the driving pulley and engaged withthe brake member, and means for progressively decreasing the restrainingeffort of the restraining means as the speed of the driven shaft isreduced.

6. A driving and stopping mechanism having, in combination, a drivenshaft, a driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, a leveroscillated by the cam, a dashpot, and means connected to the dashpot forrestraining the lever to cause the clutch member to be disengaged fromthe driving pulley and forced against the brake member with an effortdecreasing as the speed of the driven shaft is reduced.

7. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving clutch for causing the driven shaft to be rotated,a brake for bringing the driven shaft to rest, means actuated when theshaft reaches a predetermined position to render the main clutch memberinoperative and to apply the brake when the shaft is rotated at onespeed, and means actuated to apply the brake at another predeterminedposition of the shaft when the shaft is rotated at a different speed.

8. A driving and stopping mechanism having, in combination, a drivenshaft, a driving pulley on the shaft, a brake for bringing the shaft torest, means including a treadle for causing the shaft to be driven bythedriving pulley at a number of diiferent speeds, and connectionscontrolled by the treadle for applying the brake during a. greaterangular rotation of the shaft when the shaft is rotated at high speedthan when the shaft is rotated at low speed.

9. A driving and stopping mechanism having, in combination, a maindriven shaft, a driving pulley on the shaft, a brake for bringing theshaft to rest, a counter shaft connected to rotate the driving pulley, atreadle for causing the main shaft to be connected or disconnected fromthe driving pulley, mechanism controlled by the treadle for rotating thecounter-shaft at either of two speeds, and connections controlled by thetreadle for applying the brake during a greater angular rotation of theshaft when the shaft is rotated at high speed than when the shaft isrotated at low speed.

10; A driving and stopping mechanism having, in combination, a drivenshaft, a driving pulley on the shaft, means including a treadle forcausing the shaft to be driven by the driving pulley at a number ofspeeds, a brake for bringing the shaft to rest, a dashpot forcontrolling the operation of the brake, and connections actuated by thetreadle for changing the effect of the dash pot on the brake accordingtothe position of the treadle.

11. A driving and stopping mechanism having, in combination, a drivenshaft, a driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, a leveroscillated by the cam, a dashpot, a piston in the dashpot, meansconnected to the piston for restraining the lever to cause the clutchmember to be disengaged from the driving pulley and forced against thebrake member as the piston is moved by the lever, and means for changingthe range of relative movement between the piston and the dashpotrequired to bring the main shaft to rest at a predetermined positionwhen driven at different speeds.

12. A driving and stopping mechanism having, in combination, a drivenshaft, a driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, a leveroscillated by the cam, a dashpot, a piston in the dashpot, meansconnected to the piston for restraining the lever to cause the clutchmember to be disengaged from the driving pulley and forced against thebrake member as the piston is moved by the lever, means including atreadle for causing the driving pulley to drive the shaft at a number ofdifferent speeds, and connections actuated by the treadle for changingthe range of relative movement between the piston and dashpot requiredto bring the main shaft to rest at a predetermined position when drivenat said different speeds.

13. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, a leveroscillated by the cam, a latch for restraining the movement of the leverto cause the clutch member to be disengaged from the driving pulley, andengaged with the brake member, a carrier for the latch, and a dashpotfor resisting movement of the carrier.

14. A! driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, a leveroscillated by the cam, a. latch for restraining the movement of thelever to cause the clutch member to be disengaged from the drivingpulley, and engaged with the brake member, a carrier for the latch, adashpot for resisting movement of the carrier, a treadle for releasingthe lever from the latch, and connections actuated by the treadle tochange the movement resisting effect of the dashpot.

15. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, leversoscillated by the cam, latches for restraining the movements of therespective levers to cause the clutch member to be disengaged from thedriving pulley and engaged with the brake member, a

movable carrier for the latches, a dashpot for resisting movement of thecarrier, a treadle,mechanism actuated when the treadle is depressed torotate the driving pulley at different speeds, and latch actuatingconnections controlled by the treadle when the driving pulley is rotatedat low speed to cause the carrier after the treadle is released to bemoved by the oscillating levers a predetermined distance in stopping thedriven shaft, and when said mechanism rotates the driving pulley at ahigher speed, to cause the carrier to be moved by the oscillating leversa greater distance in stopping the driven shaft.

16. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley on the shaft, a stationary brake mem ber, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, leversoscillated alternately by the cam, latches for restraining the movementsof the respective levers to cause the clutch member to be disengagedfrom the driving pulley and engaged with the brake member, a carrier forthe latches, a dashpot for resisting movement of the carrier, treadle,mechanism actuated when the treadle is depressed to rotate the drivingpulley at different speeds, and latch actuated connections controlled bythe treadle when the driving pulley is rotated at low speed to cause thecarrier after the treadle is released to be moved by one only of theoscillating levers in stopping the driven shaft, and when the drivingpulley is rotated at higher speed to cause the carrier to be movedsuccessively by said levers in stopping the driven shaft.

1'7. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to. the clutch member, leversoscillated alternately by the cam, latches for restraining the movementsof the respective levers to cause the clutch member to be disengagedfrom the driving pulley and engaged with the brake member, a carrier forthe latches, a dashpot for resisting movement of the carrier, a stopplate, a stop latch on the carrier for engaging the stop plate to holdthe carrier in predetermined position, a treadle, mechanism actuatedwhen the treadle is depressed to rotate the driving piuley at differentspeeds, and latch actuating connections controlled by the treadle whenthe driving pulley is rotated at low speed to cause the carrier, afterthe treadle is released, to be moved by one only of said levers instopping the driven shaft and, when the driving pulley is rotated athigher speed, to release the stop latch from the stop plate and causethe carrier to be moved successively by the oscillating levers instopping the driven shaft.

13. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, leversoscillated by the cam, latches for restraining the movements of therespective levers to cause the clutch member to be disengaged from thedrivingpulley and engaged with the brake member, a movable carrier forthe latches, a dashpot for resisting movement of the carrier, a treadle,mechanism actuated when the treadle is depressed to rotate the drivingpulley at different speeds, and connections controlled by the treadlewhen the driving pulley is rotated at low speed to locate the carrier ina position in which it will be moved after the treadle is released byone only of the levers in stopping the driven shaft and, when thedriving pulley is rotated at higher speed, to locate the carrier at aposition in which it will be moved successively by the oscillatinglevers in stopping the driven shaft.

19. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, a leveroscillated by the cam, a latch for restraining the movement of the leverduring its movement in one direction to cause the clutch member to bedisengaged from the driving pulley and engaged with the brake member, atreadle for releasing the lever from the latch, and means for preventingthe latch from engaging the lever during movement of the lever in theother direction.

20. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, a leveroscillated by the cam, a latch for restraining the movement of the leverduring its movement in one direction to cause the clutch member to bedisengaged from the driving pulley and engaged with the brake member, atreadle for actuating the latch to permit the latch to engage ordisengage the lever, means engaging the latch to prevent the latch fromengaging the lever prematurely.

21. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, a leveroscillated by the cam, a latch for restraining the movement of the leverto cause the clutch member to be disengaged from the driving pulley, andengaged with the brake member, a carrier for the latch, a dashpot forresisting movement of the carrier, and means for limiting the resistancewith which the dashpot acts.

22. A driving and stopping mechanism having, in combination, a drivenshaft, a main driving pulley on the shaft, a stationary brake member, aclutch member on the shaft arranged to engage either the driving pulleyor the brake member, a cam connected to the clutch member, a leveroscillated by the earn, a latch for restraining the movement of thelever to cause the clutch member to be disengaged from the drivingpulley, and engaged with the brake member, a carrier for the latch, adashpot for resisting movement of the carrier, and a spring loaded valveconnected with the dashpot for limiting the resistance with which thedashpot acts.

23. A driving and stopping mechanism having, in combination, a drivenshaft, a pulley on the shaft, a driving mechanism for rotating thepulley at high or low speeds, a ratchet wheel in said mechanism, a pawlengaging said ratchet wheel to permit the ratchet wheel to rotate in onedirection relatively to the pawl when the pulley is rotated at highspeed and to hold the ratchet wheel when the pulley is rotated at lowspeed, and friction means for actuating the pawl out of engagement withthe ratchet wheel when the wheel is rotated relatively to said pawl.

24:. A driving and stopping mechanism having, in combination, a drivenshaft, a constantly rotating countershaft, a driving pulley on thecounter-shaft for rotating the driven shaft, pinions on the drivingpulley, a gear or counter-shaft engaging the pinions, an internal gearsurrounding the pinions, a ratchet wheel on the internal gear, a springpressed pawl engaging the ratchet wheel to hold the internal gear fromrotation in a direction opposite from that of the countershaft, a clutchmember for driving the internal gear in the same direction asthe'counter-shaft, and a friction producing element on the pawl engagingthe internal gear to throw the pawl out of engagement with the ratchetwheel when the internal gear rotates in the same direction with thecounter-shaft.

25. A driving and stopping mechanism having, in combination, a drivenshaft, a pulley on the shaft, a driving mechanism for rotating thepulley at high or low speeds, a spring actuated treadie for controllingthe speed at which the driving mechanism rotates the pulley, yieldingmeans connected to the treadle for indicating to the operator by amarked increase in pressure required to operate the treadle whenever thetreadle is moved from low speed to high speed position,

and means for regulating the position of the of the respective levers tocause the clutch member to be disengaged from the driving pulley andengaged with the brake member, a carrier on which the latches aremounted with their shoulders spaced from each other in the direction oflever oscillation a distance substantially equal to the stroke of saidlevers, means for resisting movement of the carrier, and means forsuitably positioning the carrier to cause one or both of the latchestobe engaged by the levers.

JOSEPH GOULDBOURN. THOMAS AUBREY KESTELL.

